Lubricator.



Y E. MuoY.

s SHEETS-SHEET 2.

Patented Feb. 9,

WITNESSES THE NanRls PETERs'cb.. WASHINGTON, n. C.

RMOGOY. ,LUBRIGATOR APPLICATION FILED SEHR-9, 1902.

'Patented Feb. 9, 1909.V

3 SHEETS-SHEET 3.

WITNESSES z Non 1s 'rzrxks co.. wnaumcrou. n c.

uNIrfEn s'rATHs 'PATENT OFFICE.

HLIIAH MC'CoY, or DETROIT; MICHIGAN, AssIGNOa To YPsILANTI LUBRICATOR COMPAIW, or YrsILANrI, MICHIGAN, AY CORPORATION or MICHIGAN.

LUBRICA'TOR.

Specification of Letters Patent.

Patented Feb. 9, 1909.

Application filed September 9, 1902. Serial No. 122,678.

ing at Detroit, in the countyof Wayne and State of Michigan, a citizen of the United States, have invented certain new and useful Improvements in Lubricators, of which the following is a specification, reference being had therein to the accompanying drawings.`

The invention relates to improvements in lubrlcators and has more particular reference to that class intended for use onsteamV engines, both stationary and locomotive.

It is the object of the invention to obtain a construction which willV operate satisfactorily and uniformly under the -varying conditions to which it is subjected. These'conditions are due chieiiy to the varying back pressure of steamfrom the enginev or locomotive, which at times, is so strong as to render it difiicult to force the oil yinto the chest, while at other times a suction is produced tending to draw the oil from'the cup. The result is, that, with the constructions heretofore used, it is difficult, or impossible to obtain a uniform feeding of the oil at all times.

In the present invention I have overcome the difficulty by providing a positive force feed for the oil adapted to inject the same into the steam chest against any back pressure which' may arise therein. At the same time my improvement is provided with means for regulating the feed of the'oil, so

. that a diminution of back pressure, or even a positive suction, as where the locomotive is running without steam, will not cause any increase in the feedingof the oil. y The invention therefore consists in the peculiar combination of a positive force pump for the oii'with an automatic governor controlling the discharge from said pump.

rThe invention further consists in the peculiar construction of the automatic governor; further in the means by which the oil may be fed to a plurality of bearing surfaces, the amount fed to each being proportioned to their different areas. Further in the connection between the oil cup and pump whereby the latter is primed without loss of oil; and further in the peculiar construction, arrangement and combination of parts( as is hereinafter described and claimed. v

In the drawings, Figure 1 is a side elevation of the locomotive to which my improvement is attached. Fig. 2 is a rear elevation thereof. Fig 3 is a longitudinal section through the pump and governing valve. Fig. 4 is a plan view of the supply pipes leading from the top showing the hood of the pump partly in section to illustrate the ports therein. Fig. 5 is a longitudinal section partly in elevation through the oil cup and sight feed connection. Fig. 6 is a perspective view of the pump and its connecttions. Fig. 7 is adiagram section through a slightly modified form of pump.

In the drawings and in the description I shall referto the construction of my invention intended for use as a locomotive lubricator.v I desire it to be understood, however, that the improvements are equally applicable to lubricators for stationary'engines, and that such modifications are included in the s irit of my invention.

As shown, is aflocomotive boiler, .B is the cylinder, C the steam chest and D the cab.v Supported `upon a suitable bracket within the cab is the oil cup E, and F are the tallow chests C.

\ K is the pipe for conveying oil from the cup- E to the pump. rIhe oil from the cu is fed to the tallowpipes by a 'mechanica pump' G which is preferably of the following construction. 4

a. is the steam cylinder containing the piston b, and c is the oil cylinder whlch is arranged in axial alinement with the cylinder 'a and'contains the piston d. 'I he two cylinders are preferably formed integral and the two lpistons are mounted upon a common rod or stem c. 'Ihe diameter of the piston t vis greater than that of the piston d so that the area of the latter is but a fraction of that 'of the former. r[he cylinder c is oonnected at opposite ends by ports f and f with van inlet chamber g. Within these orts are formedl valve seats for the valves and h which control the connection betweensaid ports and the chamber g.

'1'. and 'i' are ports connecting ports f and f respectively, with two separate discharge passages g and g2. rIhe orts i and 'i' are controlled by valves y' and) j. p.

'I he construction just given forms no part of my invention, except as hereinafter described, and` any suitable construction of steam actuated force pum may be employed in lace thereof. rIhe va ve mechanism'contro ing the movement of the steam piston may also be of any suitable construction, steh asshoWn, in which c is a piston valve arranged Within the chestc.

m and m are ports leading from the opposite ends of the cylinder a to said valve and adapted to be alternately connected by said valve with the exhaust port n and the steam chamber o. 'ihe opposite ends of valve 7c are provided with heads or pistons p and p adapted to travel in cylindrical chambers g and g, said chambers being connected by small ports r and r With the opposite ends of the cylinder c. rlhe piston b is hollow and forms therein a steam chamber s which is connected by a small part s With the steam chamber ot the chest.

Ni ith the construction as described Whenever steam is admitted to one end of the cylinder al it Will cause the actuation of the piston b therein so as to move the same to the opposite end of the cylinder. ln so doing the chamber s Within the piston will be brei ght into commrnication with one et the ports r and r thereby permitting steam to ass into the corresponding chambers Wit in the chest g or g. 'l his will cause the movement of the valve 7c into a position Where live steam is admitted to the opposite end .of the cylinder a and the steam jrst emplyed for moving the piston is exhausted. fille reeiprocation of the piston will impart a like movement to the piston d which Will canse it to draw the oil from the chamber g and to expel it alternately throi gh the ports and j. 'lhese ports are respectively connected to the talloW pipes F and F which convey the oil to the opposite chests of the locomotive cylinders.

rihe construction thus far described While adapted for forcing the oil from the cup into the cylinder or' the locomotive World be utterly inadeqrate for use under varying conditions incident to the running of the locomotive. For example, Where rrnning on a down grade and Where the throttle of the locomotive is completely closed the enw gine pistons and cylinders Will constitute a pump 'which will create a suction in the steam chest. The valves 7L and r, and y' and j', being free to lift, it is evident that this suetion World canse a rapid drawing of the oil from the erp E into the cylinder. rlhe same effect, but to a lesser degree, World be prodi'ced Where the locomotive is rrn i' nder small press` re of steam caused by the partial closing of the throttle.

To guard against results just described, I provide a governor of the following construction. H and H are' valves respectively connected in the talloiv pipes F and F. These valves are preierably arranged as shown 1n Flg. l in proximity to the pump VG, but may be arranged'at tile lou-er ends ofthe tallou pipes 1n proximity to tlle steam chest, or at any intermediate peint. As

preferably constructed and arranged they are in the position shown in 'full lines, and. each is of tne'folloving construction. t a casing connected into the tallouf' pipes, ulrich is provided with a diaphragm or partition t, having a port u therein and a surrounding valve seat u. o is a valve adapted to rest upon the seat u and arranged to form a check valve in the talloiv pipe. u is a piston connected to the valve u which piston iits uithin a cylinder u formed in the casing t. 'lhc opposite end ol this cylinder is connected to a coupling 'se 'ith a conduit l. leading' to a source ot'Y steam under boiler pressure. ils shou'n, the conduit l connects uith a conduit d, ulrich eads from the shell oi' the boiler to a chest c el: thc pump. '.lhe conduit ,l contains a throttle va ve l for controlling` the operation of the pump, and the conduit l connected to the conduit i a point above saidy valve.

it u'ill be understood from the construction and arrangement ol parts just described that the vali/'e o is normally held to its seat u/ by steam at full boiler pressure actincr upon the piston u. "lliis pressure is sul! iicient to prevent the opening` oi the valve by suction, and also resists the opening thereof by the pressure oi the oil. lnasmuch, however, as the area olIV the steam piston is in excess oi the area oil? the pump piston, a greater pressure will be developed in the oil cylinder than that in the steam cylinder, or even in the boiler. .lis a consequence the resistance of the valve ui l bc overcome and it will be opened with each stroke of the pump to admit the oil 'lorced thereby into the talloiv pipes.

lt is further to be observed` that the 'alve is practically balanced so lar as die influence of the back pressure 'lirom the locomotive steam chest is concerned. This is l'or the reason that the exposed area ol the piston o is the same as or greater than the ex posed area oi the valve e. ',llhus, it is obvious the feeding ol` the oil by the pump will be unalliected by any variation in back pressure from the chest. it still lui-ther to be noted that Vthe resist ance ol" the valve yv is always proportional to the steam pressure acting in the cylinder o and, conse quently, the pressure developedV in they oil cylinder c. The pump will therefore l'eed uniformly under varying boiler pressure.

The amount oi' oil -fed by the pump may be varied by regulating the leed from the oil cup E into the inlet chamber f/ o'lt the pump. As shown the cup E is uninet-ted at its lov-fer end to the conduit l leading to the chamber g and in this connection is arranged a sight ieed L.

The latter may be oi a suitable construction, such as a c sing g transparent panels therein through vilich the 'feeding oi the oil may be olservcd. For regulating the quantity ol oil passing Cri einem* ythe air contained in the pump cylinders should be removed. The usual method of accomplishing this is to provide an air-'cock on the pump cylinder, which may be opened in the initial operation. The objection to the use of such a device is, that the oil will Vbe wasted, and I have therefore avoided its use by the following construction: z isa conduit connecting with an aperture in partition 'y' and extending upward through the cup E to the upper end thereof. duit vforms a connection through which the air is expelled from the pumpV and conduit K during the compression stroke of the pump, while during the suction stroke Vthe in-drawn air will propel the oil admitted through the valve y and nozzle z. This arrangement permits of the introduction of oil through the sight feed into the conduit K through which it `will ,descend byV gravity and the air current into the pump cylinder. Upon the top of the oil cup E I arrange the air cock Q which may be opened during the operation of the device to allow the air to iiow in as the oil is drawn out. i

In a common type of locomotive the cylinders upon opposite sides thereof being alike, an equal volume of oil is requiredfor the lubrication of each. With the compound locomotive the cylinders are of different sizes and as a consequence a larger quantity of oil is required for lubricating the low pressure cylinder than that needed for the high pressure cylinder. In order that fthe proper quantity of oil may be fed I construct the pump G so as to'proportion the feed to the particular locomotive on which the lubricator is to be placed. Thus, for the common type of locomotive the quantities of oil pumped by the opposite reciprocations of the pump are uniformly equal. It is necessary in order to secure this result that the steam areas upon opposite ends ofthe piston be equal. I therefore extend the stem or rod efbeyond the piston t and out through the end of the cylinder a. In like manner the opposite end of the stem e is extended to pass outward through the ends of the pump cylinder e, The eect `will be to present equal exposed areas on opposite sides of both pistons b and d with the result that the operation of the pump will be the same in its forward and return strokes, These exten.-

This con-Y sions of the-stema also serve to indicate the actionvof the pump, which would not be visible if the stem were entirely inclosed by the casing. To protect the stem from injury housings N' are arranged at opposite ends of thepump, and these housings are slotted at N to permit of observing the movement of the stem.l

For a compound locomotive a relatively` greater feed of oil is produced by one stroke of the pump from that of the opposite stroke. This may be accomplished by the modified construction shown in Fig. 7, in which the opposite ends of the steampiston w are of different areas, and the opposite ends of the oil piston d are of proportional areas. This difference in areas may be produced by increasing the diameter of the stem e between the two pistons so as to reduce the areas of the adjacent' faces of said pistons. The result will be that a greater pressure will be exerted upon the steam piston in the forward stroke than in the return stroke, and correspondingly a greater amount of oil will be pumped by the forward than the return strokes.

As has already been described the outlet passages from opposite ends of the pump cylinder are separated from each other and connected respectively to the tallow pipes F and F. This separation of the'outlets is preferably effected by the construction shown, in which 0 is a partition in the casing c separating the po'rts f and f. The valve controlled ports i and i are formed in the section P of the casing (Fig. 3) arranged above the cylinder c and above this section is a hood Q containing the passages g and g2,- These passages are separated from each other by a partition R above which is arranged a boss S having threaded sockets at opposite ends thereof. These sockets are respectively connected with passages g and g2 and serve to connect said passages re spectively with the tallow pipes F and F What I claim as my invention is:

1. In a lubricator, the combination of a i delivery conduit connected with said motor,

a branch conduit connecting said main conduit and said valve, a piston 1n said branch conduit connected to said valve whereby the resistance to the opening of said valve under variable pressures of the actuating steam and back-pressure in the delivery conduit is uniform.

3. A lubrieator comprising am oil pump, u .steam actuated motor for actuating said pump, an oil distributing conduit into which seid pump delivers, a valve controlling the delivery of oil into said conduit, a piston connected to said valve, the relative areas of 10 said Valve, pistou sind the pump piston being suoli that the resistance to the opening of Said Valve under Variable pressures of the actuating steam and buck pressure in the delivery conduit is uniform.

in presence 0i two witnesses.

ELJAH MCCOY. l/Vitnesses M. B. ODOGHERTY, H. C. SMiTH.

ln testimony Wliereol' I e-i'lix my signature 1 :j 

